CAT.OP.MPA.181 Fuel/energy scheme - fuel/energy planning and in-flight re-planning policy - aeroplanes

• Regulation (EU) 2021/1296 found in: Air Operations (965/2012) Part-ARO Part-ORO Part-CAT Part-SPA Part-NCC Part-NCO Part-SPO (Sep 2023)

CAT.OP.MPA.181 Fuel/energy scheme – fuel/energy planning and in-flight re-planning policy – aeroplanes Regulation (EU) 2021/1296 (a) The operator shall: (1) establish a fuel/energy planning and in-flight re-planning policy as part of the fuel/energy scheme; (2) ensure that the aeroplane carries a sufficient amount of usable fuel/energy to safely complete the planned flight and to allow for deviations from the planned operation; (3) develop procedures for the fuel/energy planning and in-flight re-planning policy that shall be contained in the operations manual. (4) ensure that the fuel/energy planning of the flight is based on: (i) current aircraft-specific data derived from a fuel/energy consumption monitoring system or, if not available; (ii) data provided by the aeroplane manufacturer. (b) The operator shall ensure that the planning of flights includes the operating conditions under which the flight is to be conducted; the operating conditions shall include at least: (1) aircraft fuel/energy consumption data; (2) anticipated masses; (3) anticipated meteorological conditions; (4) the effects of deferred maintenance items and/or of configuration deviations; (5) the expected departure and arrival routing and runways; and (6) anticipated delays. (c) The operator shall ensure that the pre-flight calculation of the usable fuel/energy that is required for a flight includes: (1) taxi fuel/energy that shall not be less than the amount expected to be used prior to take‑off; (2) trip fuel/energy that shall be the amount of fuel/energy that is required to enable the aeroplane to fly from take-off, or from the point of in-flight re-planning, to landing at the destination aerodrome; (3) contingency fuel/energy that shall be the amount of fuel/energy required to compensate for unforeseen factors; (4) destination alternate fuel/energy: (i) when a flight is operated with at least one destination alternate aerodrome, it shall be the amount of fuel/energy required to fly from the destination aerodrome to the destination alternate aerodrome; or (ii) when a flight is operated with no destination alternate aerodrome, it shall be the amount of fuel/energy required to hold at the destination aerodrome, while enabling the aeroplane to perform a safe landing, and to allow for deviations from the planned operation; as a minimum, this amount shall be 15-minute fuel/energy at holding speed at 1 500ft (450 m) above the aerodrome elevation in standard conditions, calculated according to the estimated aeroplane mass on arrival at the destination aerodrome; (5) final reserve fuel/energy that shall be the amount of fuel/energy that is calculated at holding speed at 1 500ft (450 m) above the aerodrome elevation in standard conditions according to the aeroplane estimated mass on arrival at the destination alternate aerodrome, or destination aerodrome when no destination alternate aerodrome is required, and shall not be less than: (i) for aeroplanes with reciprocating engines, the fuel/energy to fly for 45 minutes; or (ii) for turbine-engined aeroplanes, the fuel/energy to fly for 30 minutes; (6) additional fuel/energy, if required by the type of operation; it shall be the amount of fuel/energy to enable the aeroplane to land at a fuel/energy en route alternate aerodrome (fuel/energy ERA aerodrome critical scenario) in the event of an aircraft failure that significantly increases the fuel/energy consumption at the most critical point along the route; this additional fuel/energy is required only if the minimum amount of fuel/energy that is calculated according to points (c)(2) to (c)(5) is not sufficient for such an event; (7) extra fuel/energy to take into account anticipated delays or specific operational constraints; and (8) discretionary fuel/energy, if required by the commander. (d) The operator shall ensure that in-flight re-planning procedures for calculating the usable fuel/energy that is required when a flight proceeds along a route or to a destination aerodrome other than the ones originally planned include points (c)(2) to (c)(7). CAT.OP.MPA.181 Fuel/energy scheme – fuel/energy planning and in-flight re-planning policy – aeroplanes Regulation (EU) 2021/1296 (a) The operator shall: (1) establish a fuel/energy planning and in-flight re-planning policy as part of the fuel/energy scheme; (2) ensure that the aeroplane carries a sufficient amount of usable fuel/energy to safely complete the planned flight and to allow for deviations from the planned operation; (3) develop procedures for the fuel/energy planning and in-flight re-planning policy that shall be contained in the operations manual. (4) ensure that the fuel/energy planning of the flight is based on: (i) current aircraft-specific data derived from a fuel/energy consumption monitoring system or, if not available; (ii) data provided by the aeroplane manufacturer. (b) The operator shall ensure that the planning of flights includes the operating conditions under which the flight is to be conducted; the operating conditions shall include at least: (1) aircraft fuel/energy consumption data; (2) anticipated masses; (3) anticipated meteorological conditions; (4) the effects of deferred maintenance items and/or of configuration deviations; (5) the expected departure and arrival routing and runways; and (6) anticipated delays. (c) The operator shall ensure that the pre-flight calculation of the usable fuel/energy that is required for a flight includes: (1) taxi fuel/energy that shall not be less than the amount expected to be used prior to take‑off; (2) trip fuel/energy that shall be the amount of fuel/energy that is required to enable the aeroplane to fly from take-off, or from the point of in-flight re-planning, to landing at the destination aerodrome; (3) contingency fuel/energy that shall be the amount of fuel/energy required to compensate for unforeseen factors; (4) destination alternate fuel/energy: (i) when a flight is operated with at least one destination alternate aerodrome, it shall be the amount of fuel/energy required to fly from the destination aerodrome to the destination alternate aerodrome; or (ii) when a flight is operated with no destination alternate aerodrome, it shall be the amount of fuel/energy required to hold at the destination aerodrome, while enabling the aeroplane to perform a safe landing, and to allow for deviations from the planned operation; as a minimum, this amount shall be 15-minute fuel/energy at holding speed at 1 500ft (450 m) above the aerodrome elevation in standard conditions, calculated according to the estimated aeroplane mass on arrival at the destination aerodrome; (5) final reserve fuel/energy that shall be the amount of fuel/energy that is calculated at holding speed at 1 500ft (450 m) above the aerodrome elevation in standard conditions according to the aeroplane estimated mass on arrival at the destination alternate aerodrome, or destination aerodrome when no destination alternate aerodrome is required, and shall not be less than: (i) for aeroplanes with reciprocating engines, the fuel/energy to fly for 45 minutes; or (ii) for turbine-engined aeroplanes, the fuel/energy to fly for 30 minutes; (6) additional fuel/energy, if required by the type of operation; it shall be the amount of fuel/energy to enable the aeroplane to land at a fuel/energy en route alternate aerodrome (fuel/energy ERA aerodrome critical scenario) in the event of an aircraft failure that significantly increases the fuel/energy consumption at the most critical point along the route; this additional fuel/energy is required only if the minimum amount of fuel/energy that is calculated according to points (c)(2) to (c)(5) is not sufficient for such an event; (7) extra fuel/energy to take into account anticipated delays or specific operational constraints; and (8) discretionary fuel/energy, if required by the commander. (d) The operator shall ensure that in-flight re-planning procedures for calculating the usable fuel/energy that is required when a flight proceeds along a route or to a destination aerodrome other than the ones originally planned include points (c)(2) to (c)(7). #### CAT.OP.MPA.181 Fuel/energy scheme – fuel/energy planning and in-flight re-planning policy – aeroplanes *Regulation (EU) 2021/1296* (a) The operator shall: (1) establish a fuel/energy planning and in-flight re-planning policy as part of the fuel/energy scheme; (2) ensure that the aeroplane carries a sufficient amount of usable fuel/energy to safely complete the planned flight and to allow for deviations from the planned operation; (3) develop procedures for the fuel/energy planning and in-flight re-planning policy that shall be contained in the operations manual. (4) ensure that the fuel/energy planning of the flight is based on: (i) current aircraft-specific data derived from a fuel/energy consumption monitoring system or, if not available; (ii) data provided by the aeroplane manufacturer. (b) The operator shall ensure that the planning of flights includes the operating conditions under which the flight is to be conducted; the operating conditions shall include at least: (1) aircraft fuel/energy consumption data; (2) anticipated masses; (3) anticipated meteorological conditions; (4) the effects of deferred maintenance items and/or of configuration deviations; (5) the expected departure and arrival routing and runways; and (6) anticipated delays. (c) The operator shall ensure that the pre-flight calculation of the usable fuel/energy that is required for a flight includes: (1) taxi fuel/energy that shall not be less than the amount expected to be used prior to take‑off; (2) trip fuel/energy that shall be the amount of fuel/energy that is required to enable the aeroplane to fly from take-off, or from the point of in-flight re-planning, to landing at the destination aerodrome; (3) contingency fuel/energy that shall be the amount of fuel/energy required to compensate for unforeseen factors; (4) destination alternate fuel/energy: (i) when a flight is operated with at least one destination alternate aerodrome, it shall be the amount of fuel/energy required to fly from the destination aerodrome to the destination alternate aerodrome; or (ii) when a flight is operated with no destination alternate aerodrome, it shall be the amount of fuel/energy required to hold at the destination aerodrome, while enabling the aeroplane to perform a safe landing, and to allow for deviations from the planned operation; as a minimum, this amount shall be 15-minute fuel/energy at holding speed at 1 500ft (450 m) above the aerodrome elevation in standard conditions, calculated according to the estimated aeroplane mass on arrival at the destination aerodrome; (5) final reserve fuel/energy that shall be the amount of fuel/energy that is calculated at holding speed at 1 500ft (450 m) above the aerodrome elevation in standard conditions according to the aeroplane estimated mass on arrival at the destination alternate aerodrome, or destination aerodrome when no destination alternate aerodrome is required, and shall not be less than: (i) for aeroplanes with reciprocating engines, the fuel/energy to fly for 45 minutes; or (ii) for turbine-engined aeroplanes, the fuel/energy to fly for 30 minutes; (6) additional fuel/energy, if required by the type of operation; it shall be the amount of fuel/energy to enable the aeroplane to land at a fuel/energy en route alternate aerodrome (fuel/energy ERA aerodrome critical scenario) in the event of an aircraft failure that significantly increases the fuel/energy consumption at the most critical point along the route; this additional fuel/energy is required only if the minimum amount of fuel/energy that is calculated according to points (c)(2) to (c)(5) is not sufficient for such an event; (7) extra fuel/energy to take into account anticipated delays or specific operational constraints; and (8) discretionary fuel/energy, if required by the commander. (d) The operator shall ensure that in-flight re-planning procedures for calculating the usable fuel/energy that is required when a flight proceeds along a route or to a destination aerodrome other than the ones originally planned include points (c)(2) to (c)(7).